Priming device for internal-combustion engines



J. FGLSE PRIMING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed Nov. 12

1926 2 Sheets-Sheet July 23, 1929. a R FQLSE 1,722,044

PRIMING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed Nov. 12, 1926 2 Sheets-Sheet 2 Patented July 23, 1929.

UNITED STATES RAPHAEL JOSEPH FOLSE, OF NEW ORLEANS, LOUISIANA.

EFRIMING DEVICE FOR INTERNAL-COMBUSTION ENGINES.

Application filed November 12, 1926. Serial No. 147,988.

This invention relates to priming and dilator devices for internal combustion engines.

In the present day system of priming a motor by using a choke valve, raw liquid gasoline is usually sucked through the idler discharge jet on the-engine side of the carburetor throttle by vacuum created through the closing of the usual butterfly choke valve at the air intake end of the carburetor. The operation of the choke valve thus causes raw liquid fuel to be drawn from the carburetor at a point nearest the engine from which the raw liquid priming fuel has therefore a minimum distance to travel and consequently has least chance of being broken into spray during its passage from carburetor to intake manifold.

The object of my invention is to obviate all harmful effects due to priming by the systems of the prior art and to improve the operation of internal combustion engines generally. To provide for this object, I remove the priming operations from the engine end of the carburetor to the air intake or choke end thereof, and provide for aeration or vaporization of the priming liquid fuel by modifying the usual carburetor choke valve to cause the priming fuel to travel a maximum distance through the carburetor and to become thoroughly mixed with a limited quantity of air drawn at high velocity through the carburetor with the priming charge of fuel from the air intake end to engine end thereof. The

embodiment referred to, while creating suflicient suction in the carburetor to draw the mixture of air and priming. fuel through the carburetor, does not create a suction eflect suficient to draw liquid fuel out of the low speed jet at the engine end of the carburetor.

Other objects of the invention will appear as the detailed description of the invention proceeds.

In the drawings,

Fig. l is an elevation of my invention as applied to the intake end of the conventional carburetor of an internal combustion engine. Fig. 2 is an elevation with part broken away and sections to show the details of the primer as applied to the conventional carburetor.

Fig. 3 is a section on the lines 3--3 of Fig. 2.

Fig. 4: is an elevation similar to that shown Fig. 7 is a section taken on the line 7-7 of Fig. 6.

Fig. 8 is a plan View of a priming insert adapted to be interposed in the air intake line connected to the carburetor.

Fig. 9 is an end elevation of said insert. In Fig. l of the drawing, the reference numeral l designates an internal combustion engine, 2 designates a Vacuum tank mounted on the dashboard 3 in any convenient manner.

Carburetor 4 of the Stromberg type is suitably connected to the intake manifold 5. .and has its air intake and choke end 6 connected by air pipe 7 to the hot air jacket 8 surrounding the exhaust pipe 9 leading from the exhaust manifold 10.

A pipe 11 connected to the vacuum tank 2 feeds fuel by gravity from said tank 2 to the float-chamber of the carburetor in the 'wellknown manner. The throttle lever l2 controls the usual throttle valve 13, and. the carburetor is supported with the usual Venturi' nozzles which are not shown here because the details thereof constitute no part of my invention. For the sake of clearness, too, the usual suction pipe leading from the vacuum tank 2 to the intake has been omitted? its edges saw toothed and its body perforated as described to break up the air coming through the pipe 7 into many small streams extending throughout the cross sectional area of the valve 16 which is operated by the usual choke lever 17 controlled from the dash board 3 by the usual mechanism (not shown).

The priming fuel is conducted from tank 2 by the pipe 18 to a valve fitting 19, secured to a plate 20 suitably fixed, ontop of the intake end 6 of the carburetor. An operating cam lever 21 is pivoted intermediate itsends by a lug 22 so that the arm 23 falls by gravity away from said plate and is limited in its fall by the engagement of the other arm 2% with the wall of the carburetor (as shown in Fig.

The primer vaive comprises a stern slid= able in the bore 26 of the fitting 19 and provided with a frustro-conical valve 27 normallly seated on the beveled seat 28 formed in said tting between the bore 26 and a larger bore 29 coaxial therewith. A guide stem 30 extends upwardly from the valve 27 and slides freely in an externally threaded sleeve plug 31 screwed into=the internally screwthreaded end of the fitting19 to form an abutment for one end of a coil spring 32 which surrounds said stem 30 and has its other end abutted against the valve 27. It will be obvious from inspection of F ig. 3, that spring 32 normally maintains the valve 27 in closing position on its seat 28.

\Vhen valve 27 is closed the stem 25 projects onto the carburetor with its end in contact with arm 23 of the lever 21. In order to open valve 27 when it becomes necessary to prime the engine, the choke valve 16 is provided with a notch 33 the sides of which slide freelyalong the sides of lever 21, and the choke valve at the bottom of saidnotc h is provided with a roll-flange 34 adapted to slide'over and engage the cam surface35 on the under side of lever arm 23 to raise said arm 23 and, with it, the valve stem 25' to unseat valve 27.

When valve 27 is unseated by closing of the choke valve 16, fuel flows from tank 2 immediately onto the perforated choke valve 16 where it is caught up by the streams "of air passing through the-teeth and perforatlons of the choke valve, and drawn at high velocity through the. Venturi sections of. the carburetor and past the idle jet 15 in a thoroughly broken up mixture with the air into the intake manifold.

It will be apparent that while a'liquid may be blown by air along a horizontal surface and still retain its liquid state, it will be broken into spray when any attempt is made to blow it vertically upward through any distance. This breaking up or spraying effect becomes greatly increased when, as in this case, the liquid fuel and air passes vertically through hi h velocity nozzles and passages on its we to t e engine.

In t einvention so-far described, the carburetting air is not modified in any way except b heating it as it passes through exhaust eater sleeve 8 to the intake end of the carburetor. In the modification shown in Figs. '4 7 inclusive, the carburetting air is moistened before it arrives at the choke valve of the carburetor. In this modification the carburetor and its choke valve is not modified, and the priming and air modifying is effected by a separate unit which comprises a pipe 36 interposed in pipe 7 between the hot air sleeve 8 and the intake end 6 of the carburetor.

The pipe 36 is provided with an opening 37 communicating with a chamber 38 in which is seated a piece 39 of sponge or felt or similar material maintained in moist condition by any suitable means such as the water 40 in a float chamber 41 which is supported by the .casing 36 and is connected by pipe 42 to the vmaintains the water at such level as to keep the sponge 39 thoroughly moistened.

The structural details of valve 43 are somewhat similar to those in fitting 19 and are not shown here. The fuel line 18 however, enters the side of valve 43 by a fitting 44. The valve 45 is the priming and choke valve, and the valve '16 ma be omitted altogether or left without per orations or notches to be used or not as desired. This valve 45 may have its edge notched or perforated, or both notched and perforated as may be found most desirable or effective.

It will be obvious that air passing through the moistener casing 36 will be moistened by contact with the sponge 39 before it enters the carburetor and will be thoroughly mixed with the priming fuel from valve 43 during the passage of both air and fuel through the carburetor. A choke lever 46 of ordinary construction is connected to the valve 45 to operate the latter in the-same manner as an ordinary choke valve to cause the valve 45 to impinge on the valve stem 47 of valve 43 and open the latter for priming the engine.

The primer may be used alone, without the air moistener, as an insert in the pipe 7. An

insert of this kind is shownin Figs. 8 and 9 'and comprises a pipe 47 having a recessed end 48 adapted to seat in the pipe 7 and a flange 49 at its other end, adapted to be bolted to the intake end' of the carburetor. The choke valve 50 is operated by a pivoted valve rod 51 which has its free end- 'provided,with an adjusting screw 52 adapted to'en age with a bellcrank' 53 when valve 50 is cfimed and operates the priming valve 54.

The priming valve 54 has a stem 55 similar to the valve stem 25 of Figs. 3-and similarly controlled. The bellcrank 53 has one of its arms 56 pivoted to a strap 57 secured to the casing of valve 54 and has its other arm 58 projected into the'path of swing of the screw 52, with a pivot part 59 adapted to engage and operate the stem 55.. The details of valve 54 are similar to those of the valve shown in Fig 3 except that the priming outlet 60 leads from the side of the valve 54 and into pipe 47 directly over valve 50. The operation of this primm insert will be 'apparent without further escription.

What I claim is:

1. In a carburetor, a choke valve in the air intake end thereof provided with means to break the carbureting air into a plurality of streams as it enters said carburetor, and

means operated by the closing of said choke 13o valve and by contact therewith to introduce priming fuel into said carburetor and onto said valve to mix with said streams of air during the passage thereof through the carburetor.

2. In a carburetor,.a choke valve in the air intake end thereof provided with means to break the carburetting air into a plurality of streams, and means operated by the closing of said-valve to draw liquid fuel into said carburetor to impinge on said valve and mix with said streams of air during the passage thereof through said carburetor.

3. A carburetor having a vertical mixing chamber and a horizontal air inlet connected to the bottom of said chamber, a choke valve rotatably mounted in said inlet and provided with means to break the carburetting air into a plurality of streams, and priming means extending into said inlet and operable by engagement with said valve to feed liquid fuel against the mixing chamber side of said valve.

4. In a carburetor, a choke valve in the air intake thereof, said valve having its edges notched to permit the passage of streams of air thereby, a fuel feed pipe connected to said intake at the engine si e of said valve, and means in said intake engageable by said valve to control the feed of fuel through said pipe onto the engine side of said valve.

5. In a carburetor a choke valve rotatably' mounted in the intake thereof and provided with apertures and notches to break the carburetting air into streams, a fuel feed pipe connected to said intake at the engine side of said choke valve to feed fuel onto the engine side of said valve, a valve normally closing said pipe, and means in said intake and engageable with said choke valve to. open the pipe valve when the choke valve is closed.

6. In a carburetor a choke valve rotatably mounted in the intake thereof and provided with apertures and notches to permit the passage of air in streams therethrough, means for conducting liquid fuel onto the engine side of said choke valve, and valve mechanism operable by engagement with said choke valve to control the flow of fuel through said means.

In testimony whereof I aflix my signature.

' RAPHAEL J. FOLSE. 

